Polarized directional signal system



March 27, 1934. c. P. s'rlNsoN POLARIZBD DIRECTIONAL SIGNAL SYSTBI FiledJan. 8. 1931 INVENTO'R BY @Ma-W mm ATTORNEY Patenteci Mar. 27, 1934 iTES POLRIZED DIRECTIONAL SIGNAL SYSTEM Clarence Paimer Stinson, Paola,Kans.

Application January S, 1931, Serial No. 507,401

7 Claims.

The sketch shows only west-bound signals on a single track signallingsystem signalled for both directions ci traic. These signals are shownin the normal green proceed position. These same signals would beopposing signals for an east bound train. An east bound train leavingthe west siding would put all of these signals in the stop, red positionto the east siding, giving the east bound train protection from siding'to siding. This same sketch turned around would give the east boundsignals. y

No. 3 signal is sho-wn in the'norinai green position. Positive andnegative battery current is owing through iront contacts 2 and 3 on polechanging track relay 3 TR through front contacts 1 and 2 on relay 3 HDenergizing relay 3 PC. Positive and negative battery current is flowingthrough polar contacts A and B and through front contacts 1 and 2 onrelay 3 PC, positive battery current is iiowing through contact No. 1 ofrelays 2 and 5 TR energizing 'the approach relay 5 HD in the normalpolarity to display a green proceed indication at signal No. 5. With theexception of No. 1 signal which is not embodied in my invention allsignals display a green proceed indication in the above manner.

No. 3 signal, we will say, is the second westbound signal from the westsiding. An eastbound train leaving the west siding will shunt out thetrack circuit of track relay 1 TR, opening iront contact 1 of relay 1TR, which de-energizes relay 3 HD, thus opening front contacts 1, 2 and3 of relay 3 HD; contact 3 on relay 3 HD drops on a r back Contact,making signal No. 3 display a red light. Front contacts 1 and 2 openingon relay 3 HD, causes relay 3 PC to become de-energized; thus openingcontacts 1 and 2 on relay 3 PC, which cuts oli energy to the next signalrelay 5 HD in the rear, which in turn causes all opposing signals to beput to the red, stop position, in this manner, from siding to siding.

No. 5 signal, we will say, is the second Westbound signal from the eastsiding. Let us assume a westbound train is'approaching No. 5 signal,which is the normal green proceed position, the wheels of the enginepass west of insulating joints between relays 5 TR and 4 lTR.. Thisshunts the track circuit of relay 5 TR causing contacts 1, 2 and 3 onrelay 5 TR to open; Contact 1 opening on relay 5 TR de-energizes relay 5HD; contacts l, 2 and 3 of relay 5 HD open; contact 3 of relay 5 HDfalls on back contact making signal No. 5 display a red light. Contacts1 and 2 of relay 5 HID open and deenergize relay 5 PC; a few secondsbefore contacts i and 2 of relay 5 HD opened to de-energize relay 5 PC,the following takes place; relay 5 HD is a slow acting relay, and whencontacts 2 and 3 open on relay 5 TR they fall on back pole changingcontacts. This changes the wires positive tol negative, and negative topositive of current which passes through contactsl and 2 of relay 5 HDjust a few seconds before contacts 1 and 2 of relay 5 HD opens, changingthe polarity on relay 5 PC, thus resulting in reverse of the polar 65contacts A and B ci relay 5 PC.V Relay 5 PC is now de-energized, andcontacts 1 and 2 are open on relay 5 PC. The polar contacts through thechange of polarity on relay 5 PC are now making on polar contacts D andC. When the end Yof the 7@ train clears track circuit or" relay i TR,battery current will iow through polar contacts D and C in the reversepolarity direction through relay 7 HD, which will display a yellowcaution light atsignal No. '7. When train passes into next block, 753relay 57i-1D will become energized in reverse polarity direction andsignal No. 5 will display a yellow caution light. Relay 5 TR will beenergized, and relay 5 PC will be energized to normal polarity which inturn will cause polarity of cur- S@ rent applied to relay '7 HD todisplay a green light at signal No. '7. The follow up or approachindications are accomplished in this manner.

I claim:

1. A single track railway signaling system comprising, a single tracksection, successive signals'for governing movements of trainsthroughsaid section, a polar relay for governing each signal and governed inaccordance with the position of contacts on a pole-changer relay at thenext signal in advance, said polar relay being energized at times bycurrent oi one polarity through polar and neutral contacts of suchpolechanger relay at the next signal in advance, being energized bycurrent of the reverse polarity through polar contacts of said polechanger relay assuming the reverse position and irrespective of whetherits neutral contacts are closed and being de-energized if the blockbetween said rst mentioned signal and said signal in advance isoccupied. Y

2. In combination, a stretch of railway track, signals located atintervals through the stretch for governing trahie in one direction andother signals located at intervals for governing traflic in the oppositedirection, a signal relay for controlling each signal, track circuitsfor the stretch including track relays for controlling said signalrelays, means for controlling the signal relay for each signal by meansat the next signal in advance governing traiiic in the same direction asthe signal relay governs and said means at the next signal in advancebeing responsive to the reversals of current for rendering the signalrelay for the signal next in the rear eiective to display a stop,proceed or proceed with caution indication, means for controlling saidlast mentioned means by means of a pole changing track relay and a slowacting signal relay irrespective of the corresponding signal.

3. ln combination, a stretch of railway track, signals located atintervals through the stretch for governing tranic in one direction andother signals located at intervals for governing tranic in the oppositedirection, a signal relay for controlling each signal, track circuitsfor the stretch including track relays for controlling said signalrelays, a polarized pole changing relay for controlling the position ofeach signal relay, by means of the polar and front contacts of saidpolarized pole changing relay at the next signal in advance governingtraic in the same direction, means for controlling each polarized polechanging relay by a pole changing track relay and a slow acting signalrelay for the signal in advance, a normally closed energization circuitfor each polarized pole changing relay each normal circuit including thetwo front contacts of a pole changing :feature on a track relay and thetwo front contacts ci a slow acting signal control relay, a reversecircuit for each polarized pole changing relay including the two backcontacts of same pole changing ieature on track relay and the two irontcontacts on same signal relay While signal relay is becomingfle-energized but retains front contact pressure a length of time tochange polarity on polarized pole changing relay, the said polarizedpole changing relay when energized in the normal polarity rendering thesignal relay for the signal next in the rear effective to display aproceed indication and when cie-energized in the reverse polarityrendering the signal relay for the signal next in the rear effective todisplay a proceed with caution indication, and when de-energized in thenormal polarity rendering the signal relay for the signal next in therear effective to display a stop position.

4. a railway signaling system, in combination: a stretch of single trackdivided into track ccuit sections, signals at intervals along thestretch for governing traffic in one direction, a polarized line relayfor controlling the indications oi each signal, a line circuit for eachline relay extending to the signal next in advance and controlled by theintervening track circuits, and means for controlling each line circuitfor the section in the rear by means of a polarized pole changing relayat the signal next in advance, said last mentioned means beingcontrolled by means of a pole changing track relay and a slow actingsignal relay for the said signal in advance 5. In combination twosuccessive sections of a railway track, a signal located adjacent theentrance end of each section, a signal relay for each signal for thecontrol thereoi, a line circuit for each signal relay extending to thesignal in advance, track circuits for the sections including trackrelays for controlling the line circuits of the signal relays, means forcontrolling the line circuit for the section in the rear by means or" apolarized pole changing relay at the signal in advance, the saidpolarized pole changing relay being controlled by means of a slow actingsignal relay and a pole changing feature on the track relay for saidsignal in advance, a normally closed energization circuit for eachpolarized pole changing relay, each normal circuit including the twofront contacts of a pole changing feature on the track relay andthe twofront contacts of the signal control relay, a reverse circuit for eachpolarized pole changing relay including the two back contacts of sainepole changing feature on track relay and the two front contacts on samesignal relay while signal relay is becoming deenergized but retainsfront contact pressure a length of time to change polarity on polarizedpole changing relay.

6. In combination, a stretch of railway track, signals located atintervals in said stretch for governing traffic in one direction, asignal circuit for each signal, means for controlling each signalcircuit by means of a polarized pole changing relay at the signal nextin advance and means dependent on the direction of trai-dc to reversesaid polarized relay by train movement in one direction of traffic andnot in the other direction.

7. In a railway signaling system, in combination: a stretch of trackdivided into track circuit sections, signals located 'at intervals alongthe stretch governing traic in one direction, a line relay and a polarrelay associated with each such signal, line circuits for the linerelays, each line circuit being controlled alternatively by the polarand front contacts of the normally energized polar relay for the nextsignal in advance g or the reverse polar contacts only of the said polarrelay, when said polar relay is deenergized and means for controllingthe polarity of the polar relays selectively for only one direction oftraffic.

CLARENCE PALMER STINSON.

CERTIFICATE OF CORRECTION.

Patent No. 1,952,826. March 27, 1934.

CLARENCE PALMER STINSON.

It is hereby certified that error appears in the printed specificationof the above numbered patent requiring correction as follows: Page 1,before line l, insert:

The invention relates to improvements in railway signaling, which I callPolarized Directional and is to he used on railroads where traffic is inboth directions on the same piece of tracks When a train leaves onesiding, all opposing signals are automatically put in the stop positionto the next siding; on the approach or followup move, a train can followa signal block behind another train.

And that the said Letters Patent should be read with this correctiontherein that the same may conform to the record of the ease in thePatent Office.

Signed and sealed this 19th day of June, A. D. 1934;.

Bryan M. Battey (Seal) Acting Commissioner of Patents.

